Pneumatic tube.



No. 65|,|75. Patented June 5, |900.

a. H. woonMAN.

PNEUMATIC TUBE.

(Application led May 10, 1899.)

(No Model.)

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i UNITED STATES uPn'irenrr OFFICE.

GEORGE H. vWOODMAN, OF NEW YORK, N. Y..

PNEUMATIC TUBE.

SPECIFICATION forming part of Letters Patent No. 651,175, dated mns 5, 1900.

` Application filed May l0, 1899. Serial N0- '716,245. (No model.)

To au whom, it may concern.: i

Be it known that l, GEORGE H. VOODMAN, a citizen of the United States, and a resident of New York, in Manhattan borough, county and State of New York, have invented certain new and useful Improvements in Pneumatic Tubes, of which the following is a specification.

This invention consists in a pneu matic-tube despatching-terminal embracing a self-closing door or gate for normally closing the opening in said terminal through which carriers are introduced for transmission, means for opening connections for supplying compressed air to the despatch-tube rendered operative by the carrier in passing through said opening, means for enabling the carrier to be introduced for transmission in a direction opposite to the direction of its travel when it is moved by the compressed air, and, finally, the combination therewith of means for automatically closing the connections for supplying compressed air to the despatch-tube when the carrier has completed its transit through the despatch-tube.

While alesser number than all of the aboveenumerated elements may be combined in a terminal productive of advantageous results without departing from the invention, when assembled together a pneumatictube may be thereby made wholly automatic in operationA and a carrier may be received into the terminal by gravitation for transmission in a tube running upwardly from the terminal.

These improvements are especially applicable where great facility in despatching carriers is required-as, for example, in a store cash-service system, and in other places where groups of tubes are operated by one attendtnt.

In the accompanying drawings, illustrating the invention, Figure 1 is a side elevation of a terminal represented as standing in working position connected to the lower portion of a despatcl1-tube and to the upper end of an air-supply pipe. Fig. 2 is a central vertical section thereof", showing all operative parts in their respective normal positions. Fig. 3 is a transverse section taken through the plane intersected by the lines cc on Figs. l and 2 of the air-supply valve, valvechamber,valve operating diaphragm, diaphragm-chamber,

passage connecting the valve-chamber and the diaphragm-chamber, and the three-way cock interposed in said passage, showing said valve, diaphragm, and cock in their normal positions. Fig. 4 is a longitudinal section of the three-Way cock, its elongated stem,vand adjacent operating-spindle and clutch. FiO. 5 is a transverse section taken throughthe plane intersected by the lines 'J y on Fig. 4.

In the drawings the terminal A is represented as affixed to the counter B by the bolts a a. The despatch-tube C is represented as eX- tending in an upward direction, having its lower end inserted in the neck A at the upper end of theterminal, where it opens into the chamber D, which is appropriately. arranged to constitute an extension of the despatch-tube down to the opposite bottom wall of the terminal. Connecting with the chamber D is the passage E for conducting the carrier into the chamber D when it has been introduced for transmission through the opening F, arranged in the upper Wall of the terminal adjacent to the neck A. The opening F has the flaring mouth f for facilitating the introduction of carriers.

Provision is made for normally closing the opening F by a suitable self-closing gate or cover, which may be the door F', arranged on the under side of said opening, appropriately to be swung open by an inpassing carrier, and made integral with or rigidly attached to the pin F2, the ends of which extend laterally through the adjacent opposite sides of the body of the terminal, wherein they are pivoted. The said door may be rendered self-closing and normally seated by the counterbalance-weight F3 or by any other suitable means of the nature required. The door F also performs the function ot' effecting the opening of connections for admitting compressed air to the despatch-tube after it has been moved to its open position by an inpassing carrier. It is important, therefore, to arrange said gate so that it will have a positive range of motion. By the construction shown in the drawings its arrangement is such as to cause it to be opened by the weight of the carrier and to compel it to be swung open by an inpassing carriersuiciently to give it the range of motion required. In operation the carrier is placed endwise into the aring mouth f, and then its impact on the gate F7 causes the latter to swing open until the carrier passes by it, when it returns to its seated position. The carrier drops by gravitation into the passage E, which is appropriately formed to deflect it into the lower end of the chamber D, where it assumes au upright position, ready for transmission up through the despatch-tube C in a direction opposite to its delivery into the terminal.

Compressed air for propelling the carrier through the despatch-tube is admitted at the proper time to the lower end of the chamber D from the conduit G, which connects at one end with the lower end of said chamber and at its other end with the air-supply valve II. The air-supply valve II is normally closed and held in its closed position by the compressed air behind it in the valve-chamber I, to which compressed air is constantly supplied from the compressed-air-supply pipe J, communicating with said val ve-chamber and having a threaded connection with the lower ncckA2 of the terminal.

Thile the air-supply valve II may be adapted to be opened by the door F through any suitable mechanical connections, it is preferred to open it by the action of compressed air under control of said gate. In the drawings, therefore, the stem II of the air-supply valve II extends through the elastic diaphragm K, to which it is rigidly attached by means oi' the flanged head 112, secured to said diaphragm on the farther side thereof. The said diaphragm K is constituted to form a part of the wallof the valve-chamber I and to have a larger surface arca than that of the air-supply valve II, thus adapting it to move said air-supply valve olf its seat when said diaphragm is permitted to be expanded under the infiuence of the compressed air in said valve-chamber. Normallysuch expansion of said diaphragm is prevented, and it is maintained in its natural position by holding it balanced by an equal force of air-pressure exerted upon both sides of it. This is effected by means of the passage fz'., which connects said valve-chamber with said diaphragmchamber K and which normallyestablishes communication for the delivery of compressed air from the former to the latter. Means are provided for unbalancing the pressure upon said diaphragm to secure the opening of the air-supply valve. For this purpose the three-way cock L is interposed in the passage i, which normally allows said passage to be open, but in the other position of its ports shuts off communication between the two said chambers and opens communication between said diaphragm-ch amber and the escape-ou tle t L', extending through the shell of the three-way cock to the atmosphere. As soon as its ports are turned to the position last named the compressed air in said diaphragm chamber discharges immediately into the atmosphere, and said diaphragm K then yields to the pressure of the compressed air in said valve-'chamber and by its expanding movement unseats the air-supply valve I-I. Compressed air then flows through the conduit G into the chamber D for despatching the carrier. The turning of said three-way cock may be effected by thc movement of said door F by the use of any appropriate arrangement of levers or other mechanism; but it is preferred to employ for the purpose the spindle M and the connections shown in Figs. l and 4. The lower end of said spindle is tapered and stands loosely on end in the tapering socket L2, arranged in the top of the elongated stem L3 of said threeway cock, affording support for said spindle and enabling it to rotate on its axis in one direction without imparting motion to said cock. Provision is made for rotating said spindle in one direction and in the reverse direction by the opening and closing movement of the door F', which is accomplishedby suitable gearing connections-as, for example, the gearing connections between the upper end of said spindle and the adjacent end of the pin F2 of said door. (Shown in Fig. l.) During the opening movement of said gate the resulting partial rotation of said spindle does not alter the position of said cock; but said spindle does carry with it the clutch M', loosely connected to said spindle near the lower end thereof. The said clutch is adapted to be rotated with said spindle by means of the pin M2, extending from said spindle and resting in the vertical slot M3 in the upper end of said clutch, the said slot being sufficiently elongated to permit said clutch to move vertically on said spindle. It is the function of the clutch M to effect the locking of said spindle to said three-way cock when said spindle has been rotated in one direction by the opening movement of the gate F and by this means to enable said door by its closing movement and the resulting rotation of said spindle in the reverse direction to turn said three-way cock to the position required to occasion the opening of the air-supply valve II. For locking said clutch to said three-way cock the under end ofsaid clutch and the upper opposed end of thev elongated stem of said three-way cock are provided with certain mutually-related dogs and intervening spaces, the said dogs m m ot' said clutch resting normally upon the upper surfaces of the dogsZ Zot said stem. When said clutch is rotated, with said spindle, to the position reached when the door F becomes fully opened, the dogs m m of said clutch are then in juxtaposition to the spaces between the dogs Z lof said stem, and vice versa, and said clutch then drops by gravity, bringing said dogs and spaces into mutual engagement.`

IOO

IIO

been opened in the manner stated, compressed air continues to be delivered tothe despatchtube until said clutch becomes disengaged from its locking position with said three-way cock. It becomes so disengaged by lifting it sufficiently on said spindle to free said dogs from their mutually-related spaces,and thereupon said three-way cock is returned to its normal position by theexpanding force of the clock-sp1ingL4,wound around the base of said elongated stem and fastened at its inner end to said stem and at its outer end to the adjacent post L5, extending upwardly from the shell of said three-way cock. The post L5 also serves as a stop for maintaining said three-way cock in its normal position. soon as said three-way cock is thus returned toits normal position compressed air ilows from the valve-chamber I to the diaphragmchamber K', and the elastic diaphragm K then becomes free to contract and assume its normal position,concurrently closing the air-supply valve H. The said clutch may be manually disengaged from its lookin g position, or any appropriate automatic releasing device may be used for the purpose. It is preferred, however, to employ the time tripping apparatus shown in the drawings and more particularly described and claimed in'my application for patentSerial No. 709,377, 'consisting in the present case of the retarding-transmitter N, (preferably a leather diaphragm,) arranged in the conduit N', which connects at one end with the passage E of the terminal and at the other end with the working chamber O of the exible diaphragm P. Then the air-supply valve H is opened, compressed air passes from the passage E into the conduit N and then is slowly delivered by permeation through the retarding-transmitter N to said working chamber O, causing the gradual expansion of said flexible diaphragm P and the consequent slow outward movement of the follower Q until the latter engages with and moves the adjacent arm R of the bell-crank lever R sufficiently to raise its upper arm R2 until the forked eX- tensions R3 R3 thereof by their im pact against the under side of the check-nut M4, arranged on the clutch M', lift said clutch out of its locking position. Upon the resulting closing of the air-supply Vvalve H the supply of compressed air to the working chamber O ceases,

and the follower Q and the HeXible diaphragm P are returned quickly to their normal positions by the spring Q' as the compressed air in the working chamber O is rapidly discharged from the check-valve S into the passage E, from which it finds escape into the despatchtube. The position of the adjustable checknuts M4 M4 on the clutch'lW determines the' l of the terminal shown in the drawings permits the gate to effect the opening of the air- ;supply valve by the exercise of very little lforce, the small three-Way cock being turned with very little frictional resistance and the much greater force required to unseat the airvsupply valve being furnished by the compressed air, and, further, that arranging the gate by its closing movement to cause the opening of the air-supply valve permits the `gate to open and close without occasioning any blast of air to escape through the opening for receiving the carrier and allows the carrier to drop by gravity into its position for transmission before it is acted upon by the compressed air.

The important advantage of enabling the carrier to be introduced by gravitation for transmission in a tube running upwardly from the terminal arises from the fact that inlargel plants of pneumatic tubes the central stations are usually located in the basements of the buildings, rendering it impossible for the tubes to run downwardly from the terminals, and from the further fact of the inconvenience in pneumatic tubes operated by compressed `air of inserting acarrier in an upward direc- -tion in a despatch-tube opening downwardlyA and of then closing a gate under the carrier,

as has heretofore been required. It is obvious,

however, that the terminal herein described' Iis not limited in its application to a despatchtube running upwardly from the terminal, ask

` the opening at the upper neck A may be closed IOO vand the end of the tube may be inserted inthe lower end of the chamber D, and the tube may then run downwardly from the terminal.`

The usefulness of this form ofterminal is further illustrated by the fact that several of them may be attached to the same despatchtube at intervals apart, affording a number of sending-stations on one line of tube. This results partly from the formation of the terminal, adapting the chamber D to constitute a continuation of the despatch-tube by connecting the tube at each end thereof, and more particularly from the organization of the door,

which, being inwardly opening and normally closed, prevents any escape of air when com- -lpressed air exists in the despatch-tube.

The organization of the door F' is not limited to such an arrangement of it as will enable the weight of the carrier alone to open it, as it is obvious that it may be made to ,offer so me resistance to the carrier, requiring jfor opening it a manually-exerted impulse to be given to the carrier when it isplaced endwise against the door without detracting apipreciably from the facility afforded for de- `spatching carriers.

What is claimed as the invention isl. In a compressed air operated pneumatic-despatch-tube system wherein the aircurrent acts only during the transmission of the carrier, a despatching-terminal having lan opening for the admission of carriers for ltransmission, a door for closing said'opening. Eand mechanical devices for acting upon saidl IIO door for closing it and holding it normally closed against the passage of air.

2. A pneumatic-despatch tube, a self-closing compressed-air-supply valve for controlling the supply of compressed air to said tube, a yieldable and self-returning carrieroperated trip arranged in the path of the carrier, and connections between said trip and said valve for effecting the opening of said valve by the actuation of said trip.

3. In a pneumatic-tube apparatus, the combination with a compressed-air-operated supply-valve, of means operated by a carrier for controlling the opening of said supply-valve.

4. ln a pneumatic-tube apparatus, the combination with a self-closing compressed-airoperated supply-valve of means operated by a carrier for controlling the opening of said supply-valve.

5. In a pneumatic-tube despatching-terminal, a self-closing door for normally closing the Opening provided therein for introducing the carrier for transmission, and an air-supply valve for admitting compressed air for despatching the carrier, and connections between said door and air-supply valve whereby the supply-valve is opened bythe movement of said door.

G. A pneumatic-tube despatching-terminal having a self-closing door for normally closing the opening in said terminal through which the carrier is introduced for transmission in the despatch-tube to which said terminal is attached, and having means under the control of said door for opening connections for supplying compressed air for despatching the carrier in said despatchtube.

7. A pneumatic-tube despatching-terminal provided with an opening for entering the carrier therein for transmission through the despatch-tube to which said terminal is attached a self-closing door for normally closing said opening; connections for supplying compressed air for despatching the carrier; a valve for controlling the supply of compressed air; and means for effecting the opening of said valve made operative by the movement of said door.

8. A pneumatic-tube despatching-terminal provided with an openin g for entering the carrier therein for transmission through the despatch tube to which said terminal is attached; a self-closing door for normally closing said opening; connections for supplying compressed air for despatching the carrier; a valve for controlling the supply of compressed air; means for effecting the opening of said valve made operative by the movement of said door a stop for maintaining said valve in its open position; and a releasing device for disengaging said stop from its holding position. Y

9. A pneumatic-despatch tube; connections for supplying compressed air thereto; an opening for receiving carriers for transmission through said tube; a self-shutting door for closing said opening adapted to be opened by the passage of a carrier through said opening; a valve for controlling the supply of compressed air and connections between said valve and said door as and for the purpose set forth.

lO. A despatching-terminal connected with a pneumatic-despatch tube; an opening for receiving carriers for transmission through said despatch-tube; a self-shutting door for normally closing said opening and connected to move inwardly by the passage of a carrier through said opening; a valve for controlling the supply of compressed air and connections between said valve and door whereby the valve is opened by the movement of said door.

1l. In a pneumatic-tube despatching-terminal, an opening therein for receiving carriers for transmission; a normally-closed and self-closing door hinged to be swung out of its closed position by the thrust of a carrier manually introduced through said opening; a valve for admitting compressed air for de spatchng the carrier and connections between the valve and door whereby the valve is opened by the movement of saidl door.

l2. In a pneumatic-tube despatching-ter-A minal, an opening therein for receiving carriers for transmission; a normally-closed and self-closing door yieldableto open inwardly under the weight of an inpassing carrier; and a valve for admitting compressed air for despatching the carrier and connections between the valve and door whereby the valve is opened by the movement of said door.

13. In a pneumatic apparatus a despatchtube; connections for supplying compressed air thereto; a valve for controlling the supply of compressed air; an opening for receiving carriers to be transmitted through said despatch-tube; a normally-closed and selfclosing door arranged on the under side of said opening and adapted to be swung open by a carrier introduced through said opening; and means adapting the closing movement of said door to effect the opening of said air-supply valve.

14. In a pneumatic apparatus, a valve for controlling the iow of compressed air from a compressed-air-supply conduit; apiston; connections between said valve and said piston for enabling said valve to be unseated by the lOO ITO

operative stroke of said piston; means for 16. A pneumatic-tube despatching-terminal having an interior chamber for receiving carriers to be transmitted through a despatchtube connected to the upper end of said chamber, and an opening in said terminal for the introduction of carriers to be delivered by gravitation into said chamber.

17. A pneumatic-tube despatching-terminal having an interior chamber in alinement with a despatch-tube connected to lthe upper end of said chamber; a passage connecting with said chamber for deflecting carriers into said chamber; and an opening in said terminal above said passage for the introduction of carriers into said passage.

1S. The combination with a despatch-tube, an inlet for the propelling-air, a valve therein and a transmitter, of a self-closing door for said transmitter located between the inlet-v mou th thereof and the inlet for the propellingair, said door being connected to said valve.

19. In a pneumatic-tube despatching apparatus, a chamber for receiving carriers to be despatched, an oblique passage connecting with said chamber, connections for supplying compressed air to said chamber, a Valve for controlling the supply of compressed air, and a carrier-operated trip arranged across the path of travel of said carriers in said oblique passage for effecting the opening of said Valve.

20. In a pneumatic-tube despatch-terminal, a self-closing door for normally closing the opening provided therein for introducing I[he carrier for transmission, and an air-supply valve for admitting compressed aill for despatching the carrier design ed to be opened by the movement of said door.

GEORGE H. WOODMAN.

Witnesses:

J. F. KEEN, ELIHU G. LooMIs. 

